JP6547347B2 - Exhaust purification system - Google Patents

Description

  The present invention relates to an exhaust gas purification system.

  Conventionally, NOx storage reduction catalysts are known as catalysts for reducing and purifying nitrogen compounds (NOx) in exhaust gas discharged from an internal combustion engine. The NOx storage reduction type catalyst stores NOx contained in the exhaust when the exhaust atmosphere is lean atmosphere, and harmless by reducing and purifying NOx stored by the hydrocarbon contained in the exhaust when the exhaust atmosphere is rich atmosphere And release. For this reason, when the NOx storage amount of the catalyst reaches a predetermined amount, so-called NOx purge is periodically performed to make the exhaust rich by fuel injection control of exhaust pipe injection or post injection in order to restore the NOx storage capacity. There is a need (see, for example, Patent Documents 1 and 2).

JP, 2008-202425, A Japanese Patent Application Publication No. 2007-16713

  When exhaust gas is made rich by fuel injection control, the temperature of the exhaust gas and the temperature of the NOx storage reduction catalyst increases, and the reduction efficiency of NOx also improves. If all the NOx stored in the NOx storage reduction catalyst can not be reduced and purified by one fuel injection control, the remaining NOx will be reduced and purified by the fuel injection control after the next time. Here, if the interval between the previous fuel injection control and the subsequent fuel injection control is too open, the temperature of the exhaust or NOx storage reduction catalyst is lowered at the start of the subsequent fuel injection control, and the reduction of NOx There is a problem that efficiency is lost.

  An object of the disclosed system is to efficiently reduce and purify NOx stored in a NOx storage reduction type catalyst.

  The disclosed system is provided in an exhaust passage of an internal combustion engine to occlude NOx in the exhaust in an exhaust lean state, and an NOx storage reduction type catalyst that reduces and purifies NOx stored in an exhaust rich state, and a post injection And NO x purge control means for reducing and purifying NO x stored in the NO x storage reduction type catalyst by making exhaust gas rich by repeatedly performing at least one fuel injection control of exhaust pipe injection at predetermined intervals, Equipped with

  According to the disclosed system, NOx stored in the NOx storage reduction type catalyst can be efficiently reduced and purified.

BRIEF DESCRIPTION OF THE DRAWINGS It is a whole block diagram which shows the exhaust gas purification system which concerns on this embodiment. It is a functional block diagram showing the NOx purge control part concerning this embodiment. It is a timing chart figure explaining NOx purge control concerning this embodiment. It is a block diagram which shows the start process of NOx purge control which concerns on this embodiment. It is a block diagram which shows the prohibition process of NOx purge control which concerns on this embodiment. FIG. 6 is a block diagram showing a setting process of the MAF target value at the time of NOx purge lean control according to the present embodiment. It is a block diagram showing setting processing of a target injection quantity at the time of NOx purge rich control concerning this embodiment. FIG. 6 is a timing chart illustrating NOx purge rich control that is performed when the NOx storage amount increases. It is a timing chart figure explaining NOx purge rich control carried out under the optimal purification conditions of NOx. It is a timing chart figure explaining NOx purge rich control carried out at low activation temperature of a NOx purification catalyst. It is a block diagram which shows the process of injection quantity learning correction | amendment of the injector which concerns on this embodiment. It is a flow figure explaining operation processing of a learning amendment coefficient concerning this embodiment. It is a block diagram which shows the setting process of the MAF correction coefficient which concerns on this embodiment.

  Hereinafter, an exhaust gas purification system according to an embodiment of the present invention will be described based on the attached drawings.

  As shown in FIG. 1, in each cylinder of a diesel engine (hereinafter simply referred to as an engine) 10 which is an example of an internal combustion engine, an injector 11 directly injects high pressure fuel stored in a common rail (not shown) into each cylinder. Each is provided. The fuel injection amount and the fuel injection timing of each of the injectors 11 are controlled according to an instruction signal input from an electronic control unit (hereinafter referred to as an ECU) 50.

  An intake passage 12 for introducing fresh air is connected to an intake manifold 10A of the engine 10, and an exhaust passage 13 for leading the exhaust gas to the outside is connected to an exhaust manifold 10B. In the intake passage 12, an air cleaner 14, an intake air amount sensor (hereinafter referred to as MAF sensor) 40, a compressor 20A of the variable displacement supercharger 20, an intercooler 15, an intake throttle valve 16 and the like are provided in order from the intake upstream side. ing. In the exhaust passage 13, a turbine 20B of the variable displacement supercharger 20, an exhaust aftertreatment device 30, and the like are provided in this order from the exhaust upstream side. In FIG. 1, reference numeral 41 denotes an engine speed sensor, reference numeral 42 denotes an accelerator opening degree sensor, and reference numeral 46 denotes a boost pressure sensor.

  The EGR device 21 includes an EGR passage 22 connecting the exhaust manifold 10B and the intake manifold 10A, an EGR cooler 23 for cooling EGR gas, and an EGR valve 24 for adjusting the amount of EGR.

  The exhaust post-treatment device 30 is configured by arranging an oxidation catalyst 31, a NOx storage reduction type catalyst 32, and a particulate filter (hereinafter, simply referred to as a filter) 33 in order from the exhaust upstream side in a case 30A. Further, in the exhaust passage 13 on the upstream side of the oxidation catalyst 31, an exhaust pipe injection device 34 for injecting unburned fuel (mainly HC) into the exhaust passage 13 in accordance with an instruction signal input from the ECU 50 is provided. It is done.

  The oxidation catalyst 31 is formed, for example, by supporting an oxidation catalyst component on the surface of a ceramic carrier such as a honeycomb structure. When the unburned fuel is supplied by the post injection of the exhaust pipe injection device 34 or the injector 11, the oxidation catalyst 31 oxidizes this to raise the exhaust temperature.

  The NOx storage reduction type catalyst 32 is formed, for example, by supporting an alkali metal or the like on the surface of a ceramic carrier such as a honeycomb structure. The NOx storage reduction type catalyst 32 stores NOx in the exhaust when the exhaust air fuel ratio is lean, and stores it with a reducing agent (HC etc.) contained in the exhaust when the exhaust air fuel ratio is rich. Reduce and purify NOx.

  The filter 33 is formed, for example, by arranging a large number of cells partitioned by porous partition walls along the flow direction of the exhaust, and alternately sealing upstream and downstream sides of these cells. . The filter 33 collects the PM in the exhaust gas on the pores and surfaces of the partition walls, and when the estimated PM deposition amount reaches a predetermined amount, so-called filter forced regeneration is performed to burn and remove this. The filter forced regeneration is performed by supplying unburned fuel to the oxidation catalyst 31 on the upstream side by exhaust pipe injection or post injection, and raising the temperature of the exhaust flowing into the filter 33 to the PM combustion temperature.

  The first exhaust temperature sensor 43 is provided on the upstream side of the oxidation catalyst 31, and detects an exhaust temperature (catalyst inlet temperature) flowing into the oxidation catalyst 31. The second exhaust temperature sensor 44 is provided between the NOx storage reduction catalyst 32 and the filter 33, and detects the temperature of exhaust flowing into the filter 33. The NOx / lambda sensor 45 is provided downstream of the filter 33, and detects the NOx value and the lambda value (hereinafter also referred to as the excess air ratio) of the exhaust that has passed through the NOx storage reduction catalyst 32.

  The ECU 50 performs various controls of the engine 10 and the like, and includes a known CPU, a ROM, a RAM, an input port, an output port, and the like. In order to perform these various controls, the sensor values of the sensors 40 to 46 are input to the ECU 50. Further, the ECU 50 has the NOx purge control unit 100, the MAF follow-up control unit 200, the injection amount learning correction unit 300, and the MAF correction coefficient calculation unit 400 as a part of functional elements. Although each of these functional elements is described as being included in the ECU 50 which is an integral hardware, any part of these may be provided in a separate hardware.

[NOx purge control]
The NOx purge control unit 100 restores the NOx storage capacity of the NOx storage reduction catalyst 32 by making exhaust gas into a rich atmosphere and detoxifying and discharging the NOx stored in the NOx storage reduction catalyst 32 by reduction purification. Execute NOx purge control.

  In the present embodiment, as shown in FIG. 2, the NOx purge control unit 100 includes the NOx purge start processing unit 110, the NOx purge inhibition processing unit 120, the NOx purge lean control unit 130, and the NOx purge rich control unit 140. It is provided as a part of functional elements. In the present embodiment, the NOx purge rich control unit 140 constitutes the NOx purge control means of the present invention. The details of each of these functional elements will be described below.

[NOx purge control start process]
FIG. 4 is a block diagram showing the start processing by the NOx purge start processing unit 110. As shown in FIG. The NOx purge start processing unit 110 includes a NOx purge start determination unit 111, a timer 112, a NOx storage amount estimation unit 113, a storage amount threshold map 114, a catalyst temperature estimation unit 115, a storage amount threshold correction unit 116, and a purification rate calculation unit 117. An interval target value map 118, an interval target value correction unit 119, and a deterioration degree estimation unit 120 are included as some functional elements.

If any of the following conditions (1) to (7) is satisfied, the NOx purge start determination unit 111 determines that the elapsed time from the end of the control of the previous NOx purge is the interval input from the interval target value correction unit 119 On the condition that the threshold time has elapsed, it is determined that the NOx purge is to be started, and the NOx purge flag F _NP is set to ON (F _NP = 1). Further, the NOx purge start determination unit 111 sets an identification flag (F _TYPE ) for identifying which start condition is the NOx purge to be performed.

  The start condition determined by the NOx purge start determination unit 111 is, for example, (1) a first start condition where an operation signal from a forced rich switch (not shown) is input, (2) NOx of the NOx storage reduction catalyst 32 The second start condition in which the storage amount estimated value is increased to a predetermined storage amount threshold (first storage amount threshold) or more, (3) the NOx purification rate in the NOx storage reduction catalyst 32 is reduced to a predetermined purification rate threshold or less Third start condition, (4) NOx storage reduction type catalyst 32 having a NOx storage amount estimated value equal to or less than a predetermined storage amount threshold (second storage amount threshold) smaller than the storage amount threshold of the second start condition Is a temperature range particularly suitable for the reduction and purification of NOx, (5) the fifth start condition in which idling is performed over a predetermined period, (6) the engine 10 has a predetermined rotation speed threshold or higher Rotate to the engine 10 The sixth start condition in which the load is equal to or higher than the predetermined load threshold, (7) the seventh start condition 7 in which the low temperature state in which the NOx storage reduction catalyst 32 is lower than the predetermined catalyst temperature threshold continues for a predetermined time. But not limited thereto.

If any of these start conditions are satisfied, the NOx purge start judgment unit 111, the NOx purge flag _{F NP} is turned on _(F NP = 1) to start the NOx purge control (see time _{t 1} in FIG. 3). Further, the NOx purge start determination unit 111 outputs an identification flag (F _TYPE ) indicating the satisfied start condition.

The NOx storage amount estimated value _{m_NOx} used to determine the second start condition is estimated by the NOx storage amount estimation unit 113. The NOx storage amount estimated value _{m_NOx} may be calculated based on, for example, a map including an operating state of the engine 10, a sensor value of the NOx / lambda sensor 45, or the like as an input signal, a model equation, or the like. NOx storage amount threshold _{STR _Thr_NOx} is set in storage amount threshold map 114 referenced based on the estimated catalyst temperature _{Temp _LNT} the NOx occlusion-reduction catalyst 32. The estimated catalyst temperature _{Temp_LNT} is estimated by the catalyst temperature estimation unit 115. The estimated catalyst temperature _{Temp_LNT} is estimated _based on, for example, the inlet temperature of the oxidation catalyst 31 detected by the first exhaust temperature sensor 43, the HC / CO heat generation amount inside the oxidation catalyst 31 and the NOx storage reduction catalyst 32, etc. do it.

The NOx storage amount threshold _{STR_thr_NOx} set based on the storage amount threshold map 114 is corrected by the storage amount threshold correction unit 116. The storage amount threshold correction unit 116 is performed by multiplying the NOx storage amount threshold _{STR_thr_NOx} by the deterioration correction coefficient (deterioration degree) obtained by the deterioration degree estimation unit 120. The deterioration correction coefficient is, for example, a decrease in the heat generation amount of HC / CO in the NOx storage reduction type catalyst 32, a heat history of the NOx storage reduction type catalyst 32, a NOx purification rate reduction of the NOx storage reduction type catalyst 32, a vehicle travel distance, etc. It is determined on the basis of

The NOx purification rate _{NOx_pur%} used to determine the third start condition is computed by the purification rate computation unit 117. The NOx purification rate _{NOx_pur%} is obtained, for example, by _dividing the NOx amount on the catalyst downstream side detected by the NOx / lambda sensor 45 by the NOx emission amount on the catalyst upstream side estimated from the operating condition of the engine 10 or the like. Be

The NOx storage amount estimated value _{m_NOx} used for determining the fourth start condition and the seventh start condition is estimated by the NOx storage amount estimation unit 113, and the catalyst estimated temperature _{Temp_LNT} of the NOx storage reduction catalyst 32 is _determined by the catalyst temperature estimation unit 115. Presumed. The rotational speed of the engine 10 and the load of the engine 10 used for determination of the fifth start condition and the sixth start condition are acquired based on detection signals input from the engine rotational speed sensor 41 and the accelerator opening degree sensor 42.

The interval target value _{Int_tgr} used to determine each start condition is set by an interval target value map 118 referenced based on the engine speed Ne and the accelerator opening degree Q. The interval target value _{Int_tgr} is corrected by the interval target value correction unit 119. The interval target value correction unit 119 executes a shortening correction that shortens as the degree of deterioration of the NOx storage reduction catalyst 32 increases. This shortening correction is performed by multiplying the NOx storage amount threshold _{STR_thr_NOx} by the deterioration correction coefficient (deterioration degree) obtained by the deterioration degree estimation unit 120. Further, an interval used for the determination of each start condition (elapsed time from the end of the previous NOx purge control) is counted by the timer 112.

[NOx purge control prohibition process]
FIG. 5 is a block diagram showing inhibition processing by the NOx purge inhibition processing unit 120. As shown in FIG. The NOx purge prohibition processing unit 120 turns on the NOx purge prohibition flag F _{Pro_NP} (F _{Pro_NP} = 1) when any of the following prohibition conditions (1) to (8) is satisfied, and prohibits the execution of NOx purge control Do.

The prohibition conditions determined by the NOx purge prohibition processing unit 120 are, for example, (1) a first prohibition condition where the engine speed Ne is higher than a predetermined upper limit rotation speed threshold _{Ne_max} , and (2) a predetermined lower limit for the engine rotation speed Ne. lower than the rotation speed threshold value _{Ne _min} second prohibition condition, (3) (excluding post-injection) fuel injection quantity _{Q Fnl_corrd} in-cylinder injector 11 is larger than a predetermined upper-limit injection amount threshold _{Q _max} third prohibition condition, (4 ) fuel injection quantity of in-cylinder injector _{11 Q} fnl_corrd (excluding post-injection) is less fourth prohibition condition than a predetermined lower limit injection amount threshold _{Q _min,} (5) the engine 10 becomes a predetermined high-load operating state, the boost pressure feedback Fifth prohibited condition under which control (air system open loop control) is performed, (6) Immediately after the start of NOx purge control Sixth prohibited condition Jin 10 may become motoring state to stop the fuel injection, (7) the maximum limit injection amount _Q reachable exhaust excess air rate estimated value estimated from _{exh_max λ est_max} exhaust injector 34 The seventh prohibition condition in which the excess air ratio target value λ _{NPR_Trgt} (second target excess air ratio) set by the NO x purge rich control unit 140 becomes higher, (8) the catalyst temperature of the NO x storage reduction type catalyst 32 is predetermined 8 of the eighth prohibited conditions below the catalyst activation temperature of

Among the prohibition conditions, the prohibition conditions (1) to (5) are determined based on the prohibition determination map 120A. The prohibition determination map 120A is a two-dimensional map that is referred to based on the engine speed Ne and the fuel injection amount Q (accelerator opening degree), and the upper limit rotation speed threshold line _{Ne_max_L} obtained by experiment etc. in advance, the lower limit rotation The number threshold line _{Ne_min_L} , the upper limit injection amount threshold line _{Q_max_L,} and the lower limit injection amount threshold line _{Q_min_L} are set as fixed values (constant values). Further, boost pressure feedback control line _{FB_max_L} is set in prohibition determination map 120A, and based on the sensor value of boost pressure sensor 46 in a region where fuel injection amount Q is _larger than boost pressure feedback control line _{FB_max_L.} Then, boost pressure feedback control is performed to feedback control the opening degree of the variable displacement turbocharger 20. Therefore, the NOx purge inhibition processing unit 120 determines whether boost pressure feedback control is to be performed based on the boost pressure feedback control line _{FB_max_L} .

The prohibition condition (6) is determined based on the fuel injection amount change of the in-cylinder injector 11 when the NOx purge start condition is satisfied. The prohibition condition (7) is determined based on the maximum limit injection amount Q _{exh_max} of the exhaust injector 34 stored in advance in the memory of the ECU 50. The prohibition condition (8) is determined based on the catalyst temperature _{Temp_LNT} estimated by the catalyst temperature estimation unit 115 described above.

The NOx purge inhibition processing unit 120 identifies the type of NOx purge whose start condition is satisfied, based on the identification flag (F _TYPE ) input from the NOx purge start processing unit 110. Then, the prohibition condition to be applied is selected according to the identified type of NOx purge. For example, in the first start condition based on the operation signal from the forced rich switch, all of the first to eighth prohibition conditions are applied. Under the second start condition based on the NOx storage amount of the NOx storage reduction catalyst 32, the fourth prohibition condition is not applied during the execution of the NOx purge. Similarly, even under the third start condition based on the decrease in the NOx purification rate of the NOx storage reduction catalyst 32, the fourth prohibition condition is not applied during the execution of the NOx purge. Further, the eighth prohibition condition is not applied under the seventh start condition based on the fact that the low temperature state of the NOx storage reduction type catalyst 32 is continuing. In addition, the fourth prohibition condition is not applied during NOx purge execution based on the seventh start condition.

  As a result, it is possible to select an appropriate process according to the type of NOx purge, and in the specific type of NOx purge control, it is possible to suppress wasteful fuel consumption due to the control being discontinued halfway.

[NOx purge lean control]
When the NOx purge flag F _NP is turned on, the NOx purge lean control unit 130 sets the excess air ratio to a lean side relative to the theoretical air fuel ratio equivalent value (approximately 1.0) from the steady operation time (for example, approximately 1.5). Implement NOx purge lean control to reduce to the first target excess air ratio (eg, about 1.3). The details of the NOx purge lean control will be described below.

FIG. 6 is a block diagram showing setting processing of the MAF target value MAF _{NPL_Trgt} at the time of NOx purge lean control. The first target excess air ratio setting map 131 is a map that is referred to based on the engine rotational speed Ne and the accelerator opening degree Q, and at the time of NOx purge lean control corresponding to the engine rotational speed Ne and the accelerator opening degree Q. Excess air ratio target value λ _{NPL_Trgt} (first target excess air ratio) is set in advance based on experiments and the like.

First, the excess air ratio target value λ _{NPL_Trgt} at the time of NOx purge lean control is read from the first target excess air ratio setting map 131 using the engine rotational speed Ne and the accelerator opening Q as input signals, and the MAF target value calculation unit 132 It is input. Furthermore, the MAF target value calculation unit 132 calculates the MAF target value MAF _{NPL_Trgt} at the time of NOx purge lean control based on the following formula (1).

MAF _{NPL_Trgt} = λ _{NPL_Trgt} × Q _{fnl_corrd} × Ro _Fuel × AFR _sto / Maf _{_corr} (1)
In equation (1), Q _{fnl_corrd} is a learning-corrected fuel injection amount (except post injection) described later, Ro _Fuel is a fuel specific gravity, AFR _sto is a theoretical air fuel ratio, and Maf _{_ corr} is a MAF correction coefficient described later. There is.

MAF target value _{MAF NPL_Trgt} calculated by the MAF target value computing unit 132 is input the NOx purge flag _{F NP} is on (see time _{t 1} in FIG. 3) to the lamp unit 133. The lamp processing unit 133 reads a lamp coefficient from each of the lamp coefficient maps 133A and _133B using the engine rotational speed Ne and the accelerator opening Q as input signals, and the MAF target lamp value MAF _{NPL_Trgt_Ramp} to which the lamp coefficient is added as a valve control unit 134 Enter in

The valve control unit 134 is a _feedback that throttles the intake throttle valve 16 to the closing side and opens the EGR valve 24 to the opening side so that the actual MAF value MAF _Act input from the MAF sensor 40 becomes the MAF target lamp value MAF _{NPL_Trgt_Ramp.} Execute control.

As described above, in the present embodiment, the MAF target value MAF _{NPL_Trgt} is set based on the excess air ratio target value λ _{NPL_Trgt} read from the first target excess air ratio setting map 131 and the fuel injection amount of each injector 11 The air system operation is feedback controlled based on this MAF target value MAF _{NPL_Trgt} . As a result, the lambda sensor is not provided upstream of the NOx storage reduction catalyst 32, or even when a lambda sensor is provided upstream of the NOx storage reduction catalyst 32, the sensor value of the lambda sensor is not used. It is possible to effectively reduce the exhaust to the desired excess air ratio required for NOx purge lean control.

_Further, by using the fuel injection amount Q _{fnl_corrd} after learning correction as the fuel injection amount of each injector 11, it becomes possible to set the MAF target value MAF _{NPL_Trgt} by feed forward control, and the aged deterioration of each injector 11 and characteristic change Etc. can be effectively eliminated.

In addition, by adding a ramp coefficient set according to the operating state of the engine 10 to the MAF target value MAF _{NPL_Trgt} , the engine 10 misfires due to a rapid change in the amount of intake air, deterioration of drivability due to torque fluctuation, etc. It can be effectively prevented.

[Set fuel injection amount for NOx purge rich control]
NOx purge rich control unit 140, when the NOx purge flag F _NP is turned on, lowering the excess air ratio from the first target excess air ratio to a second target excess air ratio on the rich side (e.g., about 0.9) Execute NOx purge rich control. Hereinafter, details of the NOx purge rich control will be described.

FIG. 7 is a block diagram showing processing for setting a target injection amount Q _{NPR_Trgt} (injection amount per unit time) of exhaust pipe injection or post injection in the NOx purge rich control. The second target excess air ratio setting map 145 is a map that is referred to based on the engine rotational speed Ne and the accelerator opening degree Q, and at the time of NOx purge rich control corresponding to the engine rotational speed Ne and the accelerator opening degree Q. The excess air ratio target value λ _{NPR_Trgt} (second target excess air ratio) is set in advance based on experiments and the like.

First, the excess air ratio target value λ _{NPR_Trgt} at the time of NOx purge rich control is read from the second target excess air ratio setting map 145 using the engine speed Ne and the accelerator opening Q as input signals, and the injection amount target value calculation unit 146 Is input to Further, in the injection amount target value calculation unit 146, the target injection amount Q _{NPR_Trgt} at the time of NOx purge rich control is calculated based on the following formula (2).

Q _{NPR_Trgt} = MAF _{NPL_Trgt} x _{Maf_corr} / (λ _{NPR_Trgt} x Ro _Fuel x AFR _sto )-Q _{fnl_corrd} (2)
In Equation (2), MAF _{NPL_Trgt} is the NOx purge lean MAF target value, and is input from the above-described MAF target value calculation unit 132. Also, Q _{fnl_corrd} is the fuel injection amount before application of the learning corrected MAF (except for post injection), Ro _Fuel is the fuel specific gravity, AFR _sto is the theoretical air fuel ratio, and Maf _{_ corr} is the MAF correction coefficient described later. It shows.

Further, the injection amount target value calculation unit 146 starts the NOx purge rich control that causes the identification flag (F _TYPE ) input from the NOx purge start processing unit 110 to repeatedly perform fuel injection at a predetermined interval (described later (described later) If the unit injection time map and the continuous injection interval map 148 are referred to, the unit injection time and the interval between unit injections are set.

The target injection amount Q _{NPR_Trgt} calculated by the injection amount target value calculation unit 146 is transmitted as an injection instruction signal to the exhaust pipe injection device 33 or each injector 11 when the NOx purge flag F _NP is turned on (time t in FIG. 3). ₁ ). Among the above-described start conditions, normal NOx purge rich control is performed under the first start condition (forced rich switch), the fifth start condition (idling), and the sixth start condition (high speed and high load of the engine 10). Therefore, the injection instruction signal, NOx purge flag _{F NP} is continued until it is turned off (time _{t 3} in FIG. 3) by the completion judgment of the NOx purge rich control.

  On the other hand, under the second start condition (NOx storage amount increase), the third start condition (NOx purification rate decrease), and the seventh start condition (during catalyst low temperature), units obtained from the unit injection time map 147 and the continuous injection interval map 148 NOx purge continuous rich control is performed based on the injection time and interval. Further, in the NOx purge rich control under the fourth start condition (optimal purification condition), a small amount of fuel is injected in a short time since the NOx storage amount of the NOx storage reduction catalyst 32 is smaller than the other start conditions. The NOx purge rich control based on these start conditions will be described later.

Thus, in the present embodiment, the target injection amount Q _{NPR_Trgt} is set based on the air excess ratio target value λ _{NPR_Trgt} read from the second target air excess ratio setting map 145 and the fuel injection amount of each injector 11. It has become. As a result, the lambda sensor is not provided upstream of the NOx storage reduction catalyst 32, or even when a lambda sensor is provided upstream of the NOx storage reduction catalyst 32, the sensor value of the lambda sensor is not used. It is possible to effectively reduce the exhaust to the desired excess air ratio required for NOx purge rich control.

_Further, by using the fuel injection amount Q _{fnl_corrd} after learning correction as the fuel injection amount of each injector 11, it becomes possible to set the target injection amount Q _{NPR_Trgt} by feed forward control, and aging deterioration of each injector 11 and characteristic change Etc. can be effectively eliminated.

[NOx purge rich control under the second start condition]
FIG. 8 is a view for explaining NOx purge rich control under the second start condition (increase in NOx storage amount). In the example of FIG. 8, the NOx storage amount (NOx storage amount estimated value _{m_NOx} ) estimated by the NOx storage amount estimation unit 113 is _{equal to} or higher than the NOx storage amount threshold _{STR_thr_NOx} . Further, the catalyst temperature estimated by the catalyst temperature estimation unit 115 is _{equal to} or higher than a catalyst temperature threshold value _{Temp_cat_std} determined based on a standard catalyst activation temperature. Furthermore, the fuel injection amount based on the accelerator operation is _{equal to} or _larger than the injection amount threshold _{Q_thr_std} , and the fuel injection amount is stable (the fluctuation of the fuel injection amount is within the predetermined threshold range). Also, the interval timed by the timer 112 is equal to or greater than the interval target value corrected by the interval target value correction unit 119. Based on these, the NOx purge start processing unit 110 determines that the second start condition is satisfied, and the NOx purge rich control unit 140 (NOx purge control means) performs the NOx purge rich control corresponding to the second start condition. carry out.

  In the NOx purge rich control, the NOx purge rich control unit 140 carries out continuous rich injection to make the exhaust gas rich by repeatedly performing fuel injection control of at least one of post injection and exhaust pipe injection at predetermined intervals. . As described above, in the continuous rich injection, the fuel injection is controlled based on the unit injection time acquired from the unit injection time map 147 and the interval acquired from the continuous injection interval map 148.

In the example of FIG. 8, the injection (unit injection) of a predetermined amount of fuel is repeated four times. The number of repetitions of unit injection is based on the NOx storage amount estimated value _{m_NOx} estimated by the NOx storage amount estimation unit 113 (NOx storage amount estimation means) and the target injection amount Q _{NPR_Trgt} calculated by the injection amount target value calculation unit 146. Is determined.

In the present embodiment, one injection is added in addition to the number of injections required when reducing and purifying the estimated storage amount of NOx with the fuel of the target injection amount Q _{NPR_Trgt} . In the example shown in FIG. 8, in order to reduce and purify the estimated storage amount of NOx, the fuel of the target injection amount Q _{NPR_Trgt} may be repeatedly injected three times while being repeatedly injected four times. The reason for increasing the number of injections is that there is a possibility that an error may be included because the NOx storage amount is an estimated value, and by increasing the number of injections, the stored NOx can be reliably reduced and purified. As a result, the NOx storage amount can be reset to the initial value (for example, 0), and the storage amount estimation accuracy after purification can be enhanced. Note that the number of injections to be added is not limited to one, and can be set to any number. That is, as for unit injection control of the fuel, the number of times may be larger than the number necessary for reducing and purifying the NOx stored amount estimated by the NOx stored amount estimation unit 113.

Further, regarding the interval _{ΔInt_1} to _{ΔInt_3} from the end of the previous unit injection control to the start of the subsequent unit injection control, the following occurs during the temperature rise of the NOx storage reduction catalyst 32 by the unit injection control performed earlier. Unit injection control is set to be performed. In addition, the intervals _{ΔInt_1} to _{ΔInt_3} are determined in accordance with the elapsed time from the start of the continuous rich injection (time t ₁ ). In the example of FIG. 8, the interval △ Int _{_1} between the first and second times the unit injection control, is set to be longer than the interval △ Int _{_2} between second and unit injection control of the third. Further, the interval △ _{Int _3} between units injection control third and fourth, is set shorter than the interval △ _{Int _2.}

The reason is that although the temperature of the NOx storage reduction catalyst 32 is raised by unit injection control, the temperature raising rate becomes higher as the elapsed time from the start of continuous rich injection becomes longer. By setting the interval △ Int _1 _~ △ Int _{_3} depending on the heating rate, the temperature rise due to the next unit injection control at a timing sufficiently temperature has risen by the previous unit injection control is started, NOx The temperature of the storage reduction catalyst 32 can be raised efficiently, and the reduction efficiency of NOx can be enhanced.

In addition, in the implementation period of the continuous rich injection, it is preferable that the excess air ratio target value λ _{NPR_Trgt} (second target excess air ratio) be changeable with time. That is, it is preferable to approach the final target value of the second target excess air ratio from the first target excess air ratio side according to the number of times of unit injection of fuel.

As described above, in the present embodiment, since the continuous rich control is performed under the second start condition in the state where the NOx storage amount has increased, the reduction efficiency of NOx can be enhanced. Moreover, since the unit injection control interval _{ΔInt_1} to _{ΔInt_3} is set so that the next unit injection control is performed during the temperature rise of the NOx storage reduction catalyst 32 by the unit injection control performed earlier. The temperature of the NOx storage reduction catalyst 32 can be efficiently raised in a short time. Further, since the set to be longer than the interval △ Int _{_1} interval △ Int _{_2,} it can be carried out unit injection control of the second and subsequent times in accordance with the increase in the catalyst temperature.

  In addition, NOx purge rich control under the second start condition is performed on condition that a time equal to or greater than the interval target value corrected by the interval target value correction unit 119 has elapsed since the end of the NOx purge rich control performed last time. Therefore, the necessary execution interval in the NOx purge rich control can be secured, and wasteful fuel consumption can be suppressed. Furthermore, since this NOx purge rich control is performed in a state where the fuel injection amount based on the accelerator operation is stable, the air excess rate can be adjusted accurately toward the target value.

  Although the above has described the NOx purge rich control corresponding to the second start condition, the NOx purge rich control corresponding to the third start condition is similarly implemented. Therefore, the detailed description is omitted.

[NOx purge rich control under the 4th start condition]
FIG. 9 is a view for explaining NOx purge rich control under the fourth start condition (optimal purification condition). In the example of FIG. 9, the NOx storage amount (NOx storage amount estimated value _{m_NOx} ) estimated by the NOx storage amount estimation unit 113 is lower than the NOx storage amount threshold _{STR_thr_NOx} . Further, the catalyst temperature estimated by the catalyst temperature estimation unit 115 is _{equal to} or higher than the catalyst temperature threshold value _{Temp_cat_Hi} determined based on the favorable catalyst activation temperature. The catalyst temperature threshold _{Temp_cat_Hi} is a temperature higher than the catalyst temperature threshold _{Temp_cat_std} determined based on a standard catalyst activation temperature, and is in a temperature range where the NOx reduction and reduction catalyst 32 has a still higher reduction and purification efficiency of NOx. It is fixed. Furthermore, the fuel injection amount based on the accelerator operation is _{equal to} or _larger than the injection amount threshold _{Q_thr_std} , and the fuel injection amount is stable (the fluctuation of the fuel injection amount is within the predetermined threshold range). Also, the interval timed by the timer 112 is equal to or greater than the interval target value corrected by the interval target value correction unit 119. Based on these, the NOx purge start processing unit 110 determines that the fourth start condition is satisfied, and the NOx purge rich control unit 140 carries out the NOx purge rich control corresponding to the fourth start condition (time t ₁ From time t ₂ ).

In the NOx purge rich control, the NOx purge rich control unit 140 estimates the fuel injection control of at least one of post injection and exhaust pipe injection by the minimum injection amount in the fuel injection control or the NOx occlusion amount estimation unit 113. It is performed with the minimum amount required to reduce and purify the stored amount of NOx. Here, in the NOx purge rich control under the fourth start condition, since the NOx storage amount estimated by the NOx storage amount estimation unit 113 is lower than the NOx storage amount threshold STR _{thr_NOx} , NOx based on other start conditions An amount of fuel smaller than the injection amount injected in the purge rich control is injected. However, since the catalyst temperature is _{equal to} or higher than the catalyst temperature threshold value _{Temp_cat_Hi} , the catalytic activity of the NOx storage reduction catalyst 32 is sufficiently high. Therefore, even with a small amount of fuel, the stored NOx can be efficiently reduced and purified.

As described above, in the present embodiment, in the state where the activity of the NOx storage reduction type catalyst 32 is high, since the NOx purge rich control is performed even if the NOx storage amount does not reach the NOx storage amount threshold _{NOx_thr_val} , The NOx stored in the reduction type catalyst 32 can be efficiently reduced and purified with a small amount of fuel. In addition, the NOx purge rich control unit 140 sets the fourth start condition on condition that a time greater than or equal to the interval target value corrected by the interval target value correction unit 119 has elapsed since the end of the NOx purge rich control performed last time. Since the NOx purge rich control in step S101 is performed, the necessary execution interval in this NOx purge rich control can be secured, and wasteful fuel consumption can be suppressed. Furthermore, since this NOx purge rich control is performed in a state where the fuel injection amount based on the accelerator operation is stable, the air excess rate can be adjusted accurately toward the target value.

[NOx purge rich control under the seventh start condition]
FIG. 10 is a view for explaining the NOx purge rich control under the seventh start condition (at the time of catalyst low temperature). In the example of FIG. 10, the NOx storage amount (NOx storage amount estimated value _{m_NOx} ) estimated by the NOx storage amount estimation unit 113 is _greater than or equal to the NOx storage amount threshold _{STR_thr_NOx} . Further, the catalyst temperature estimated by the catalyst temperature estimating unit 115, albeit at less than the catalyst temperature threshold value _{Temp _Cat_Lo,} contains a catalyst temperature threshold value _{Temp _Cat_Lo} within a predetermined threshold range △ Temp.

Here, the catalyst temperature threshold _{Temp_cat_Lo} is a temperature lower than the catalyst temperature threshold _{Temp_cat_std} determined based on the standard catalyst activation temperature, and the reduction and purification efficiency of NOx by the NOx storage reduction catalyst 32 is not high. It is set to the lower temperature range that can be used. The threshold range _ΔTemp is set to a temperature range where the temperature of the NOx storage reduction catalyst 32 can easily exceed the catalyst temperature threshold _{Temp_cat_Lo} due to the increase of the exhaust temperature caused by the accelerator operation.

Furthermore, in this example, a catalyst inlet temperature detected by the first exhaust temperature sensor 43 (exhaust gas temperature flowing into the NOx occlusion reduction type catalyst 32) has reached the catalyst temperature threshold _{Temp _Thr_DOC} at time _{t 2.} Also, from time t ₁ at time t _2, the fuel injection amount based on the accelerator operation has become more injection amount threshold Q _{_Thr_std,} and its fuel injection amount are stable (variation in the fuel injection amount reaches a predetermined Within the threshold range). Also, the interval timed by the timer 112 is equal to or greater than the interval target value corrected by the interval target value correction unit 119. Based on these, the NOx purge start processing unit 110 determines that the seventh start condition is satisfied, and the NOx purge rich control unit 140 carries out the NOx purge rich control corresponding to the seventh start condition (time t ₂ To time t ₅ ).

  In the NOx purge rich control under the seventh start condition, the NOx purge rich control unit 140 carries out continuous rich injection similarly to the NOx purge rich control under the second start condition. Also in this continuous rich injection, fuel injection is controlled based on the unit injection time acquired from the unit injection time map 147 and the unit injection time and interval acquired from the continuous injection interval map 148.

In the example of FIG. 10, the injection (unit injection) of a predetermined amount of fuel is repeated twice. The number of repetitions of unit injection is determined according to the degree of increase of the catalyst inlet temperature. For example, if the temperature of the NOx storage reduction catalyst 32 largely exceeds the catalyst temperature threshold _{Temp_cat_Lo due} to the increase of the catalyst inlet temperature based on the accelerator operation, the number of injections is increased, and the catalyst temperature threshold _{Temp_cat_Lo} is slightly exceeded Reduce the number of injections. Therefore, the number of unit injections is at least one.

By performing such control, in the present embodiment, even if the temperature of the NOx storage reduction catalyst 32 is less than the catalyst temperature threshold _{Temp_cat_Lo} , the increase in the catalyst inlet temperature based on the accelerator operation causes the NOx storage reduction catalyst to be increased. If the temperature of 32 exceeds the catalyst temperature threshold value _{Temp_cat_Lo} , NOx purge rich control can be performed targeting that moment. As a result, even when the temperature of the NOx storage reduction catalyst 32 is low, the NOx stored in the NOx storage reduction catalyst 32 can be reliably reduced and purified.

  Then, when continuous rich injection is performed, the interval ΔInt between the previous unit injection and the subsequent unit injection can be set according to the temperature rise of the NOx storage reduction catalyst 32, and the temperature of the NOx storage reduction catalyst 32 It is possible to raise the efficiency efficiently, which in turn can increase the reduction and purification rate of NOx. Furthermore, since this NOx purge rich control is performed in a state where the fuel injection amount based on the accelerator operation is stable, the air excess rate can be adjusted accurately toward the target value.

[MAF tracking control]
The MAF follow-up control unit 80 performs (1) a switching period from a lean state in normal operation to a rich state by NOx purge control, and (2) a switching period from a rich state to NOx control in the normal operation to a lean state. Control (MAF follow-up control) is performed to correct the fuel injection timing and the fuel injection amount of the injector 11 according to the change in the MAF.

[Injection amount learning correction]
As shown in FIG. 11, the injection amount learning correction unit 300 has a learning correction coefficient calculation unit 310 and an injection amount correction unit 320.

The learning correction coefficient calculation unit 310 calculates a learning correction coefficient F of the fuel injection amount based on an error Δλ between the actual lambda value λ _Act detected by the NOx / lambda sensor 45 during lean operation of the engine 10 and the estimated lambda value λ _Est. Calculate _Corr . When the exhaust is in a lean state, the HC concentration in the exhaust is very low, so the change of the exhaust lambda value due to the oxidation reaction of HC in the oxidation catalyst 31 is negligible. Therefore, it is assumed that the actual lambda value λ _Act in the exhaust gas detected by the NOx / lambda sensor 45 downstream of the oxidation catalyst 31 and the estimated lambda value λ _Est in the exhaust gas discharged from the engine 10 coincide with each other. Conceivable. That is, when an error Δλ occurs between the actual lambda value λ _Act and the estimated lambda value λ _Est , it can be assumed that the difference is between the indicated injection amount and the actual injection amount for each injector 11. Hereinafter, calculation processing of the learning correction coefficient by the learning correction coefficient calculating unit 310 using the error Δλ will be described based on the flow of FIG.

  In step S300, it is determined based on the engine speed Ne and the accelerator opening degree Q whether or not the engine 10 is in a lean operation state. If it is in the lean operation state, the process proceeds to step S310 to start calculation of the learning correction coefficient.

At step S310, the the error Δλ obtained by subtracting the actual lambda value lambda _Act detected by the NOx / lambda sensor 45 from the estimated lambda value lambda _Est, by multiplying the learning value gain _{K 1} and the correction sensitivity coefficient _{K 2,} the learning value F _CorrAdpt is calculated (F _CorrAdpt = (λ _Est −λ _Act ) × K ₁ × K ₂ ). The estimated lambda value λ _Est is estimated from the operating state of the engine 10 according to the engine speed Ne and the accelerator opening degree Q. Further, the correction sensitivity coefficient _{K 2} is read the actual lambda value lambda _Act detected by the NOx / lambda sensor 45 from the correction sensitivity coefficient map 310A shown in FIG. 10 as an input signal.

In step S320, it is determined whether the absolute value | F _CorrAdpt | of the learning value F _CorrAdpt is within the range of the predetermined correction limit value A. If the absolute value | F _CorrAdpt | exceeds the correction limit value A, this control is returned to cancel the current learning.

In step S330, it is determined whether the learning prohibition flag F _{Pro_Corr} is off. For example, the transient operation of the engine 10, the time of NOx purge control (F _NP = 1), and the like correspond to the learning prohibition flag F _{Pro_Corr} . In the state where these conditions are satisfied, the change in the actual lambda value λ _Act increases the error Δλ, and accurate learning can not be performed. Whether or not the engine 10 is in the transient operation state is, for example, based on the time change amount of the actual lambda value λ _Act detected by the NOx / lambda sensor 45, when the time change amount is larger than a predetermined threshold. It may be determined as a transient operation state.

In step S340, the learning value map 310B (see FIG. 10) referred to based on the engine rotational speed Ne and the accelerator opening degree Q is updated to the learning value F _CorrAdpt calculated in step S310. More specifically, on the learning value map 310B, a plurality of learning areas divided according to the engine rotational speed Ne and the accelerator opening degree Q are set. These learning areas are preferably set so as to narrow the range as the area used more frequently, and the range as the area used less frequently. As a result, the learning accuracy is improved in the region where the frequency of use is high, and it is possible to effectively prevent unlearning in the region where the frequency of use is low.

In step S350, the learning correction coefficient F _Corr is calculated by adding “1” to the learning value read from the learning value map 310B using the engine rotational speed Ne and the accelerator opening Q as input signals (F _Corr = 1 + F _CorrAdpt ). The learning correction coefficient F _Corr is input to the injection amount correction unit 320 shown in FIG.

The injection amount correction unit 320 multiplies the basic injection amounts of the pilot injection Q _Pilot , the pre-injection Q _Pre , the main injection Q _Main , the after injection Q _After , and the post injection Q _{Post by} the learning correction coefficient F _Corr. Execute correction of injection quantity.

As described above, the fuel injection amount is corrected to each injector 11 by the learning value corresponding to the difference Δλ between the estimated lambda value λ _Est and the actual lambda value λ _Act , whereby the aging deterioration and the characteristic change of each injector 11 and the individual difference Etc. can be effectively eliminated.

[MAF correction factor]
The MAF correction coefficient calculation unit 400 calculates the MAF correction coefficient Maf _{_ corr} used for setting the MAF target value MAF _{NPL_Trgt} and the target injection amount Q _{NPR_Trgt} at the time of NOx purge control.

In the present embodiment, the fuel injection amount of each injector 11 is corrected based on an error Δλ between the actual lambda value λ _Act detected by the NOx / lambda sensor 45 and the estimated lambda value λ _Est . However, since lambda is the ratio of air to fuel, the factor of the error Δλ is not necessarily limited to the influence of the difference between the indicated injection amount and the actual injection amount for each injector 11. That is, not only each injector 11 but also the error of the MAF sensor 40 may affect the error 誤差 of lambda.

FIG. 13 is a block diagram showing the setting process of the MAF correction coefficient _{Maf_corr} by the MAF correction coefficient calculation unit 400. The correction coefficient setting map 410 is a map that is referred to based on the engine rotational speed Ne and the accelerator opening degree Q, and is a MAF indicating the sensor characteristics of the MAF sensor 40 corresponding to the engine rotational speed Ne and the accelerator opening degree Q. The correction coefficient _{Maf_corr} is set in advance based on experiments and the like.

The MAF correction coefficient calculation unit 400 reads the MAF correction coefficient Maf _{_ corr} from the correction coefficient setting map 410 using the engine rotational speed Ne and the accelerator opening degree Q as input signals, and the MAF correction coefficient Maf _{_ corr} as the MAF target value calculation unit 132 It transmits to the injection amount target value calculation unit 146. As a result, the sensor characteristics of the MAF sensor 40 can be effectively reflected in the setting of the MAF target value MAF _{NPL_Trgt} and the target injection amount Q _{NPR_Trgt} at the time of NOx purge control.

[Others]
The present invention is not limited to the embodiments described above, and can be appropriately modified and implemented without departing from the spirit of the present invention.

Reference Signs List 10 engine 11 injector 12 intake passage 13 exhaust passage 16 intake throttle valve 24 EGR valve 31 oxidation catalyst 32 NOx storage reduction type catalyst 33 filter 34 exhaust pipe injection device 40 MAF sensor 45 NOx / lambda sensor 50 ECU

Claims (4)

An NOx storage reduction type catalyst provided in an exhaust passage of the internal combustion engine to occlude NOx in the exhaust in an exhaust lean state and to reduce and purify NOx stored in an exhaust rich state;
NOx storage amount estimation means for estimating the NOx storage amount of the NOx storage reduction type catalyst;
Catalyst temperature estimation means for estimating the temperature of the NOx storage reduction catalyst;
NOx purge control means for reducing exhaustion of NOx stored in the NOx storage reduction catalyst by making exhaust gas rich by repeatedly performing fuel injection control of at least one of post injection and exhaust pipe injection at predetermined intervals When,
An exhaust purification system comprising
The NOx purge control means is a temperature at which the catalyst temperature estimated by the catalyst temperature estimation means is lower than a first catalyst temperature threshold determined based on a standard catalyst activation temperature, and the NOx storage reduction type Although the reduction purification efficiency of NOx by the catalyst is not high, although it is less than the second catalyst temperature threshold set in the usable lower temperature range, the NOx storage reduction type is caused by the increase of the exhaust temperature caused by the accelerator operation. Starting implementation of a NOx purge that reduces and purifies the NOx when the temperature of the catalyst falls within a temperature range that can easily exceed the second catalyst temperature threshold;
The exhaust gas purification system according to claim 1, wherein said NOx purge control means determines the number of repetitions of fuel injection according to the degree of increase of the exhaust gas temperature flowing into said NOx storage reduction type catalyst based on said accelerator operation . The NOx purge control means sets an interval of the fuel injection control so that the next fuel injection control is performed during the temperature rise of the NOx storage reduction type catalyst by the fuel injection control previously performed.
An exhaust purification system according to claim 1 . The NOx purge control means sets an interval from the first fuel injection control to the second fuel injection control in a period longer than an interval from the second fuel injection control to the third fuel injection control. The exhaust gas purification system according to 1 or 2. The fuel cell system further includes prohibiting means for prohibiting execution of the NOx purge when the instantaneous value of the fuel injection amount resulting from the accelerator operation is equal to or less than the lower limit threshold value,
The exhaust gas purification system according to any one of claims 1 to 3, wherein the prohibition means continues the implementation of the NOx purge during the implementation period of the continuous NOx purge .

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